Boat docking line, system and method of use

ABSTRACT

An improved boat docking line and related method for docking a boat, comprising: a first line section at least three feet in length; a second line section at least three feet in length; a juncture at which the first and second line section meet; and a fixed-circumference docking loop at said juncture. An alternative embodiment further comprises a boat fender attached to the second line section.

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims priority benefit of pending provisionalapplication U.S. 61/482,312 filed May 4, 2011, which is herebyincorporated by reference.

BACKGROUND OF THE INVENTION

Under the present conventional standard for docking boats, the U.S.Coast Guard recommends using six (6) lines to safely tie and securesmaller boats of up to about 40 feet, and eight (8) lines for largerboats and yachts. This method is illustrated by prior art FIGS. 1 and 2,for the non-limiting example of docking smaller boats using six (6)lines. In FIG. 1 we see a boat 13 which is freely floating near a dock16 but which has not yet been docked. The boat contains six (6) standardboat-based docking cleats (boat cleats) 14 affixed thereto, of a typeand form which are well known in the art and detailed for completenessin FIGS. 11 and 12. Also illustrated is a swim platform 18, via whichboaters should generally enter and exit the boat 13.

Six (6) conventional docking lines 1 are pre-connected at a first endthereof, for example not limitation, to dock-based docking cleats (dockcleats) 17 on a dock 16, or to pylons 15. Pylons typically are actualtelephone poles or similar elongate structures which are pounded with amachine deep into the ground under the water until they are secure andstable. These dock cleats 17 and pylons 15 are illustrative,non-limiting examples, of what will generally be referred to herein asmooring fixtures. In addition to being pre-connected to a mooringfixture, each docking line 1 comprises a line section 11 between itsfirst and second end, and a docking loop 12 at its second end, see alsoFIG. 3. In the exemplary, non-limiting illustration of FIG. 1, we showthree dock cleats 17 and three pylons 15, which together provide six (6)mooring fixtures. It is conventional for a docking loop 12 to have acircumference large enough to allow it to readily slip over and securelyattach to a boat cleat 14, yet small enough to not come loose so it isretained in place once it has been attached to the boat cleat 14.

While well known in the art, FIGS. 11 and 12 illustrate forcompleteness, the structural details of a representative boat cleat 14,and two ways in which a docking loop 12 is typically secured to a boatcleat 14. As seen in both FIGS. 11 and 12, a boat cleat 14 typicallycomprises a broad cleat shoulder 121, a substantially narrower cleatneck 122, and a cleat eye 123 running through cleat neck 122, asillustrated. Shown at the top of cleat shoulder 121 are two unnumberedattachment holes, through which screws or similar attachment devicestypically run into order to attach boat cleat 14 at its bottom, to aboat 13. In FIG. 11, the cleat eye 123 is ignored, and the docking loop12 is simply looped over cleat shoulder 121 and thereafter sits aboutcleat neck 122, as illustrated. In FIG. 12, one end of docking loop 12is first threaded through cleat eye 123, and then it is drawn over cleatshoulder 121 and pulled taut, to yield the configuration of FIG. 12. TheFIG. 11 configuration is used to secure a boat quickly and easily, for arelatively brief dock stop. The FIG. 12 configuration yields a moresecure connection than FIG. 11, and is preferred if the boat is toremain docked for any extended period of time.

One of the problems with the current state of the art is that before aboat 13 has been secured, it is difficult to control the movement of theline sections 11 and docking loops 12, and particularly to control theposition of docking loops 12 which need to be grabbed and secured to theboat cleats 14 as in FIGS. 11 and 12. Wind, currents, waves,carelessness by other people, and other vagaries can cause the dockingloops 12 to be randomly scattered just about anywhere, as is illustratedin FIG. 1. Thus, when the boat 13 approaches the dock(s) 16, it is oftennecessary for the operator or another user of the boat to “fish” for thedocking loops 12 using a pole preferably with a hook on its end, drawthe docking loops 12 over toward the boat 13, and then secure thedocking loops 12 to the boat cleats 14. Some of the art to be reviewedmomentarily attempts to make this process easier, but in all cases, doesso insufficiently.

Once the docking loops 12 have been drawn to the boat 13 and secured toboat cleats 14, the boat 13 is now securely docked, as shown in FIG. 2.At the aft (rear) portion of the boat, the recommended Coast Guardconvention is to cross the rear line sections 11, as illustrated in FIG.2.

There are, however, several problems with this conventional method fordocking boats and the docking lines 1 that are used to do so. First, asnoted above and highlighted in FIG. 1, the lines 1 cannot be reliablycontrolled while the boat is undocked, and in particular, it is oftennecessary to fish around for the docking loops 12. Second, as will beseen in the disclosure to follow, one can obtain a docking connectionthat is just as secure using half as many lines. Thus, rather than usingsix (6) lines for smaller boats, one can use three (3) lines. And forlarger boats which conventionally require eight (8) lines, one canachieve the same or even better docking stability with only four (4)lines. Third, the configuration of lines 1 using the conventionaldocking method illustrated in FIG. 2 creates a hazard wherein someoneembarking or disembarking the boat 13 may trip over a line section 11,which hazard may be reduced by reducing the number of lines required.Particularly, a person disembarking the boat 13 will typically followthe illustrated egress path 20 across swim platform 18, and in theopposite direction for embarking. This, however, requires that person tostep over and across one of the crossed rear lines 1 as illustrated,creating a trip hazard. Fourth, by having only half as many lines, onecan save at least half the time ordinarily used in docking a boat, andbecause the pre-docking positions of docking loops 12 can be reliablycontrolled, one can actually save well over half the time because theneed to go fishing for randomly-situated docking loops 12 is eliminated.

It should also be noted that the average boater puts 50 hours per yearon the motor. So if one estimates 5 hours per use for 10 outings a year,this means that they only leave and return to their slip about 10 timesper year. This makes docking into their slip even more difficult becausethey do not practice this very often.

US 2010/0175605 discloses a device for the attachment of a rope to asecuring point by a person for mooring a vessel, comprising a supportwhich is configured to releasably attach the rope to the securing point,and an elongate arm which is configured to be grasped at or near an endby the person and is configured such that the support can be attached ator near an opposite end so that attachment to the securing point can becarried out by the person at a distance. The elongate arm and thesupport attached thereto make it possible to displace a part of the ropeat a distance and thus facilitate mooring. All of this appears to be aneffort to remedy the “fishing” problem discussed above. However, theelongate arm and support, as well as the non-fixed nature of the ropeloop which may be enlarged or reduced, see paragraph [0012], create asystem that is unnecessarily complicated and unwieldy. These features ofUS 2010/0175605 may all be readily omitted to achieve simplified andimproved docking capability.

U.S. Pat. No. 5,738,033 discloses a bumper and sling arrangement whichassists a user to dock his or her boat to a dock or the like by allowingthe user to set-up the sling in slack condition between moorings on theboat and dock, and then allowing the user to tighten the slackness outof the sling until the boat is pulled into the dock. As will be seen, itis superior to start out from a tighter configuration withfixed-circumference loops in relatively controlled positions forsecuring to the boat cleats 14, without requiring slack adjustment.

U.S. Pat. No. 7,100,527 and 2006/0042533 show a crossed-line system formooring, implemented in an unnecessarily cumbersome manner, without afixed-circumference loop in controlled position. U.S. Pat. Nos.2,919,671, 5,575,234 and 5,937,780 also show mooring configurations ofgeneral background interest, also without a fixed-circumference loop incontrolled position.

U.S. Pat. Nos. 6,295,943 and 3,181,861, which are for towing a boat, areof background interest.

U.S. Pat. No. 4,656,961 illustrates a mooring system with two points ofcontact on a boat and one on the dock, and with no apparentfixed-circumference loop.

U.S. Pat. Nos. 7,891,058; 5,586,514 and 4,912,816 are of interestbecause they depict docking loops, in general.

U.S. Pat. No. 6,273,017 shows a line at the cleat branching off in twodirections. But, it has no apparent fixed-circumference loop and hasother features that are unnecessarily complicating. U.S. Pat. Nos.5,265,553 and 3,492,963 provide similar background disclosure.

U.S. Pat. No. 7,673,577 is an example of another mooring system.

Finally, U.S. Pat. No. 7,007,622 is a fender system which is also partof a mooring system.

It would be desirable to have available an improved boat docking line,system and method of use which overcomes the earlier-mentioned problemsand achieves all of the earlier-mentioned objectives, in a way that isnot yet satisfactorily achieved by the prior art.

SUMMARY OF THE INVENTION

An improved boat docking line and related method for docking a boat,comprising: a first line section at least three feet in length; a secondline section at least three feet in length; a juncture at which thefirst and second line section meet; and a fixed-circumference dockingloop at the juncture. An alternative embodiment further comprises a boatfender attached to the second line section.

BRIEF DESCRIPTION OF THE DRAWINGS

The features of the invention believed to be novel are set forth in theappended claims. The invention, however, together with further objectsand advantages thereof, may best be understood by reference to thefollowing description taken in conjunction with the accompanyingdrawing(s) summarized below.

FIG. 1 is an overhead view illustrating some of the problems with theprior art, wherein the lines and docking loops used to dock a boat areoften randomly scattered in position and so need to be fished into theboat before the boat can be docked.

FIG. 2 is an overhead view illustrating a boat docked in accordance withprior art docking lines and methods, in a six (6) line configuration asis recommended by the US Coast Guard for smaller boats.

FIG. 3 is a plan view illustrating a prior art docking line.

FIG. 4 is a plan view illustrating an improved boat docking line inaccordance with a preferred embodiment of the invention.

FIG. 5 is a plan view illustrating and alternative embodiment of theimproved boat docking line of FIG. 4, also comprising a fender forpreventing a boat from colliding against a dock.

FIG. 6 is an overhead view illustrating three of the improved boatdocking lines of FIG. 4 while a boat has pulled up near a dock but hasnot yet been docked. In contrast to FIG. 1, the lines and docking loopsare not randomly scattered but are in controlled positions and easilygathered for attachment to the onboard boat cleats.

FIG. 7 is an overhead view illustrating the boat of FIG. 6 once it hasbeen docked using these improved boat docking lines. The threeillustrated lines do not allow the vessel once secured to touch anyfixed structures, and so avoid damage to either the boat or the fixedstructures.

FIG. 8 is an overhead view illustrating a boat docked using the improvedboat docking line plus boat fender, of FIG. 5, wherein the boat issecured to the dock along with a fender between them to prevent possibledamage.

FIG. 9 is a side view illustrating a dock with the improved boat dockingline embodiment of FIG. 4 attached to dock posts where the lines are notfloating in the water and easy to reach when a user leaves or returns totheir assigned slip.

FIG. 10 is a side view illustrating a dock with the improved boatdocking line embodiments of both FIGS. 4 and 5 attached to dock posts.

FIG. 11 is a perspective view illustrating the structural details of arepresentative boat cleat, and one way in which a docking loop istypically secured thereto, both in the prior art, and in accordance withthis invention.

FIG. 12 is a perspective view illustrating the same boat cleat as inFIG. 11, and a second way in which a docking loop is typically securedthereto, both in the prior art, and in accordance with this invention.

DETAILED DESCRIPTION

As is now illustrated in FIG. 4, in a preferred embodiment of theinvention, the conventional docking line 1 of FIG. 3 is replaced by anovel and inventive improved boat docking line 4 which is attached todocks and boats in the manner to be described below. This improved boatdocking line 4 comprises a docking loop 12 substantially similar to thedocking loop of conventional docking line 1, securable to boat cleats 14in substantially the same way as is illustrated in FIGS. 11 and 12.However, rather than having a single line section 11, this improved boatdocking line 4 comprises a pair of line sections, namely, a first linesection 41 and a second line section 42 joined 43 proximate docking loop12, in the sort of “wishbone” configuration illustrated in FIG. 4.Docking loop 12 is to be fixed in circumference, which means that thisdocking loop cannot be either enlarged or reduced in its circumference,in contrast to the rope loop in US 2010/0175605 for which enlargementand reduction are an integral part of that invention.

The terms “first” and “second” as used here make no intrinsicdistinction between these two line sections 41, 42, but are merely aconvenient nomenclature used for the sake of this disclosure. The “free”ends of docking line 4, i.e., the ends of first line section 41 andsecond line section 42 which are distal relative to docking loop 12, andwhich are illustrated at the bottom of FIG. 4, are to be attached tosubstantially fixed mooring fixtures, e.g., dock cleats 17 and/or pylons15 and/or posts 91, as will be developed in connection with FIGS. 6, 9and 10.

While FIG. 4 illustrates first line section 41 and second line section42 tightly contained within a sleeve at the juncture 43 so as to formdocking loop 12 at juncture 43, such a sleeve is merely an example ofhow to fabricate improved boat docking line 4 into the illustratedconfiguration. First line section 41 and second line section 42 may, forexample, not limitation, be woven or sewn together, or roped together,or glued together, or fastened together in any other manner apparent tothose of ordinary skill in the art, so as to form docking loop 12 atjuncture 43 with a fixed circumference. While it is preferred and easierto fabricate improved boat docking line 4 if docking loop 12 iscontinuous with the same rope as first line section 41 and second linesection 42, it is even possible within the scope of this disclosure andits associated claims to have docking loop 12, during fabrication, startout as separate from first line section 41 and second line section 42,and be joined to them by any suitable attachment means apparent to oneof ordinary skill in the art. Similarly, while first line section 41 andsecond line section 42 are preferably part of a continuous section ofrope prior to fabrication, this too is not a requirement, and any othermeans of creating the necessary attachments to yield the configurationof FIG. 4 is regarded to be within the scope of this disclosure and itsassociated claims. In the most general terms, independent of specificimplementation, improved boat docking line 4 comprises a first linesection 41, a second line section 42, a juncture 43 at which the first41 and second 42 line sections meet, and a fixed-circumference dockingloop 12 at juncture 43.

While FIG. 4 shows first line section 41 and second line section 42being of approximately equal lengths, this is not a requirement. Infact, in many cases, unequal lengths as between first line section 41and second line section 42 may be desirable. In general, the length ofeach of first line section 41 and second line section 42 will bedetermined by the particular manner in which they will be employed fordocking, as will be discussed further below. But as a general rule forvirtually all cases of practical boating interest, first line section 41and second line section 42 will each be at least three (3) feet inlength and in most cases at least five (5) feet in length. Commonlengths for each of these sections, for most practical boatingapplications, will range anywhere from three (3) feet up to thirty (30)feet or more, and again, the length of each of these two line sectionswill be determined by particular boat 13 and dock 16 sizes andconfigurations and so may be unequal. Standard manufactured lengths forthese line sections 41, 42 may be, but are not limited to, for example,5, 10, 15, 20, 25 or 30 feet. Standard lengths may also be, for examplenot limitation, 6, 12, 18, 24 and 30 feet. Or, 3, 6, 9, 12, 15, 18, 21,24, 27 and 30 feet. Again, the optimum length for each line section willall depend on the intended dock 16 requirements and the sizes andheights and layouts of boats 13 expected to be docked, and the overallmooring fixture configuration.

FIG. 5 illustrates a variation of the invention in which the second linesection 42 has a conventional boat fender 51 attached thereto. As notedearlier, the terms “first” and “second” as used here make no intrinsicdistinction between these two line sections 41, 42, but are merely aconvenient nomenclature. However, once a boat fender 51 has beenpre-attached to one of these two line sections, then an intrinsicdistinction is of course introduced between them. The length of thesecond line section 42 between docking loop 12 and the top of boatfender 51 will generally range from four (4) to (6) feet and usuallyfive (5) to six (6) feet, with the precise length predominantlydependent on the difference between the height of the boat 13 to bedocked and the height of the dock 16 at which boat 13 is to be docked,as will be seen in FIG. 8.

FIG. 6 illustrates three (3) of the improved boat docking lines 4 ofFIG. 4 once a boat 13 has pulled up near dock 16 but has not yet beendocked. In contrast to FIG. 1, the lines 41, 42 and docking loops 43 arenot randomly scattered but are in controllably-situated positions. Thiswill make it much easier to dock the boat 31, because it is notnecessary to fish for the docking loops 43. Specifically, in theconfiguration of FIG. 6, for any given improved boat docking line 4, thefree distal ends of both the first line section 41 and the second linesection 42 are now in attached to two distinct, substantially fixed,spatially-separated mooring fixtures—in this example, dock cleats 17 orpylons 15—separated from one another by a predetermined fixtureseparation distance. For any given improved boat docking line 4, thetotal “free length” of docking line 4, defined as the sum of the lengthsof first line section 41 plus second line section 42 once they areattached to the mooring fixtures, is only slightly greater than thepredetermined fixture separation distance between the two separatedmooring fixtures to which its free distal ends are attached. In fact, asa general rule, for any given improved boat docking line 4, the sum ofthe free lengths of first line section 41 plus second line section 42after mooring fixture attachment should be no greater thanone-hundred-twenty-five percent (125%) of the predetermined fixtureseparation distance, which allows for a slack of 25% over thepredetermined fixture separation distance. In many cases, if feasible,this total free length number should be one-hundred-twenty percent(120%) (20% slack), one-hundred-fifteen percent (115%) (15% slack) oreven as low as one-hundred-ten percent (110%) (10% slack) and insuitable situations, even one-hundred-five percent (105%) (5% slack).

Further, the docking loop 12 is situated so as to be within easy reach(e.g., within five feet) of the particular boat cleats 14 to which it isexpected to be attached, as will be seen momentarily in FIG. 7. Thesetwo factors—the distance between mooring fixtures, e.g., 15, 17, 91 andthe expected positions when docked of the boat cleats 14—are whatdetermine the optimum individual lengths of each of first line section41 and second line section 42 and the positions of thefixed-circumference docking loop 12 upon improved boat docking line 4.Earlier, we suggested some standard manufactured lengths for first linesection 41 and second line section 42. These standard manufacturedlengths include whatever line length at the distal ends of first linesection 41 and second line section 42 may be necessary for hitching,looping, etc. to mooring fixtures 15, 17, see, for example, FIGS. 9 and10 in which these line sections are hitched to dock posts 91. But thefree first and second line section lengths referred to above, areunderstood to be the lengths of free line after attachment of the distalends to mooring fixtures.

Now we turn to FIG. 7, which shows the boat 13 of FIG. 6 once it hasbeen docked using these improved boat docking lines 4. Contrasting FIG.7 with FIG. 6, we see that each docking loop 12 can be attached to itsassociated boat cleat 14—in the manner earlier reviewed in connectionwith FIGS. 11 and 12—without much fishing, precisely because theimproved boat docking lines 4 are configured with such that when thefree distal ends of their first line sections 41 and second linesections 42 are attached to two distinct, spatially-separated mooringfixtures, a degree of tautness for docking the boat is preconfiguredinto the boat docking lines 4 such that their docking loops 12 do nothave much play to move around due to wind, currents, waves, carelessnessby other people, etc. Once the boat 13 is docked, these improved boatdocking lines 4 provide just as secure a connection as a prior artdocking line 1, and even more so. In particular, improved boat dockinglines 4 secure the boat from unwarranted movement and from collisionwith the dock 16, because of the pre-docking tautness that is introducedvia the configuration of FIG. 6 even before the boat 13 is docked. Putdifferently, based on the configuration of improved boat docking lines4, there is a preconfigured tautness already engineered into theconfiguration of FIG. 6 even before a boat is ever docked, whereas inthe prior art as illustrated in FIG. 1, there is no such preconfiguredtautness. Rather, the tautness is introduced only after the boat 13 isdocked as in FIG. 2, which is not as stable a configuration.

As can now be understood, the foregoing resolves all of the problemsmentioned earlier. First, the improved boat docking lines 4 can bereliably controlled while the boat is undocked, and it is not necessarywhile docking to fish around for the docking loops 12. These loops 12are substantially in place, in the positions needed, before the boat 13is docked. Second, one can obtain a docking connection that is just assecure—and even more secure because of the ability to preconfigure thetautness—using half as many lines. Thus, rather than using six (6) priorart lines 1 for a smaller boat, one can use three (3) improved lines 4.And for larger boats which conventionally require eight (8) prior artlines 1, one can achieve the same or even better docking stability withonly four (4) improved lines 4. Third, because there are less lines,there is a reduced tripping hazard. For example, not limitation, if aperson was to embark or disembark boat 13 from the aft while it isdocked as in FIG. 2, that person, as discussed earlier, would have tostep over and across one of the two crossed rear lines 1, and so maytrip. In FIG. 7, as is illustrated, following the same egress path 20 todisembark (and in the opposite direction to embark), there are no linesto step across, which reduces the tripping hazard. Fourth, by havingonly half as many lines, one can save at least half the time ordinarilyused in docking a boat, and because the docking loops 12 can be reliablycontrolled and preconfigured with just the desired amount of tautnessand their positions predetermined, one can actually save well over halfthe time because the need to go fishing for randomly-situated dockingloops 12 is eliminated.

In fact, to establish the preconfigured tautness, if it is known thatthe same boat 13 or boats of similar configurations are to always bedocked at the dock 16, then the very first time such a boat 13 isdocked, one would carefully adjust all of the attachments of the distalends of all the line sections 41, 42 to the mooring fixtures to achievethe precisely desired boat position with the precisely desired linetautness and the precisely desired positions of docking loops 12. Then,once the boat 13 is released by disengaging docking loops 12 from boatcleats 14, this adjustment will have been “memorized,” i.e., built in,so that when the boat returns, everything will be precisely situated toensure optimum, uniformly preconfigured and repeatable docking, timeafter time.

It is also possible to consider embodiments in which the docking loop12—while fixed in circumference—can be slidably repositioned alongimproved boat docking line 4 without disconnecting the line sections 41,42 from the mooring fixtures, to accommodate different boats withdifferent boat cleat 14 positions. That is, the tautness can beseparated from docking loop 12 position, so that improved boat dockingline 4 always retains the necessary tautness that is needed regardlessof which boat may be docked, but the docking loop 12 position may bealtered to accommodate possibly-varying boat cleat 14 positions from oneboat to the next.

FIG. 8 illustrates boat 13 docked using the improved boat docking lineplus fender embodiment 5 which was illustrated in FIG. 5. In thisalternative embodiment of the invention, first line sections 41 are usedto attach the boat cleats 14 to mooring fixtures such as but not limitedto the illustrated dock cleats 17, by attaching docking loops 12 to boatcleats 14 in the manner of FIGS. 11 and 12 while the distal ends of thefirst line sections 41 remain pre-attached to the mooring fixtures.However, boat fenders 51 in this embodiment are pre-attached to secondline sections 42 (really, to the “other” line section given that “first”and “second” are just nomenclature) at a length of about four (4) to six(6) feet from the docking loops 12, with the precise lengthpredominantly predetermined based upon the boat 13 height. Inparticular, the length of the second line section 42 between the dockingloop 12 and the boat fender 51 will be chosen such that the fender willreside between the side of the boat 13 and the dock 16 with the secondline section 42 hanging down in a substantially vertical orientation,when the docking loop 12 is attached to a boat cleat 14. Thus, thislength will be chosen predominantly depending on the height of the boat13 relative to the dock 16, and secondarily on the positions of the boatcleats 14 and how far they are from the edge of the boat 13 because ofthe extra line length that may be needed if the boat cleat 14 issubstantially set back from the edge of the boat 13. In other words, thelength of said second line section 42 between docking loop 12 and boatfender 51 is substantially equal to the difference between a height ofthe boat 13 to be docked and a height of the dock 16 at which the boatis to be docked, plus a setback from the edge of the boat 13, if any, ofthe boat cleat 14 to which docking loop 12 is to be attached.

Thus, while docking loops 12 are attached to boat cleats 14, the boatfenders 51 will naturally take their place between the boat 13 and thedock 16, so as to prevent the boat 13 from collisions with the dock 16,which is the reason for using boat fenders. That is, using the improvedboat docking line plus fender embodiment 5 of FIG. 5, the very act oflooping docking loops 12 over boat cleats 14 so as to secure boat 13 tothe dock 16—with the second line section 42 length correctlypredetermined relative to the boat 13 height and any boat cleat 14setbacks—simultaneously causes the boat fenders 51 to situate betweenthe boat 13 and the dock 16 so as to protect the side of the boat 13from colliding with the dock 16. So this embodiment enables simultaneousdocking and fender placement by the single act of looping docking loops12 over boat cleats 14.

In the same manner that was described above for FIG. 7, if it is knownthat the same boat 13 or boats of similar configurations are to alwaysbe docked at the dock 16, then the very first time such a boat 13 isdocked, one would adjust the length(s) of second line section(s) 42 toensure that optimum position(s) for the boat fender(s) 51. Thereafter,this position will again be built in by “memory,” so that any time sucha boat 13 is subsequently, docked, the boat fender(s) 51 will alwaysfall into the proper position once the docking loops 12 are attached tothe boat cleats 14. A slidable/adjustable boat fender position may beconsidered, if it is anticipated that boats of different heights willneed to be docked.

FIG. 9 is a side view of a dock 16 with the improved boat docking lineembodiment 4 of FIG. 4 attached to dock posts 91. These dock posts 91are another type of illustrative mooring fixture. We see the dockingloops 12 controllably prepositioned so that when a boat 13 arrives fordocking, a person on the boat needs to merely reach over, grab thedocking loops 12, and attached them to the boat cleats 14 as in FIGS. 11and 12, much as was discussed in connection with FIGS. 6 and 7. Dockingthe boat becomes a simple, uniform, repeatable procedure, time aftertime.

FIG. 10 illustrates a dock with the improved boat docking lineembodiment of both FIGS. 4 and 5 attached to dock posts 91. Inparticular, the improved boat docking line embodiment 5 of FIG. 5 isshown attached to the middle dock post 91. When a boat 13 arrives fordocking, the position of docking loop 12 is similarly controlled, whileboat fender 51 hangs down below loop 12. A person on the boat merelyreaches over, grabs the docking loop 12, and loops it over a boat cleat14, much as was discussed in connection with FIG. 8. As thishappens—with the length of second line section 42 properlypredetermined—the boat fender 51 will simultaneously continue to hangdown to become situated in the proper position between the boat 13 andthe dock 16 to prevent collisions between the boat 13 and the dock 16.

Throughout this disclosure, we have illustrated the use of improved boatdocking lines 4 for docking smaller boats 13 which are conventionallydocked using six (6) conventional lines 1 and can now be docked withonly three (3) improved boat docking lines 4. As noted earlier, theseare boats 13 up to about 50 feet according to current Coast Guardstandards. Larger boats conventionally require eight (8) lines 1, whichcan now be replaced by only four (4) improved boat docking lines 4,using these improved boat docking lines 4 in the same way as in FIGS. 6and 7, but with two (2) additional mooring fixtures and one (1)additional boat cleat 14 added in a straightforward manner. Thus, whilethe illustrations in FIGS. 1, 2, 6 and 7 here show asix-conventional/three-improved line docking configuration, it isunderstood that the eight-conventional line 1 docking configuration forlarger boats, which is replaced by a four improved line 4 configurationusing this invention, is also within the scope of this disclosure andits associated claims, as are other variations that would be apparent tosomeone of ordinary skill in the art even if not in compete accordancewith Coast Guard recommendations. That is, nothing in this disclosure isintended to be limited to six line or eight line conventionalconfigurations as now replaced by three line or four line improvedconfigurations. Any use of any number of improved boat docking lines 4and 5 to dock a boat, is understood to be within the scope of thisdisclosure and its associated claims.

Similarly, while the illustrations here show a particular dockingconfiguration with a particular configuration of mooring fixtures, it isto be understood that this is merely illustrative, and that all mannerof docking variations for docks and mooring fixtures in an unlimitedvariety of configurations and positions are also understood to be withinthe scope of this disclosure and its associated claims. This wouldinclude situations where a boat is held in a stable position only bymooring fixtures, e.g., pylons 15, situated in the middle of a body ofwater away from any nearby docks 16.

Finally, while the use of the wishbone embodiment of FIG. 4 wasillustrated in FIGS. 6 and 7 while the use of fender embodiment of FIG.5 was shown in FIG. 8, this should not be taken to in any way suggestthat these two embodiments are mutually exclusive. It is fullyenvisioned that in a given situation, a boat user and/or dock managermay find it helpful to make use of both the FIG. 4 and the FIG. 5embodiments in whatever mix and match configuration that individualregards as helpful to his or her particular docking requirements inrelation to the size and height and layout of the boats in question.FIG. 10 is an example in which both embodiments are simultaneouslyemployed.

At bottom, this disclosure and its associated claims envisions that thewishbone embodiment 4 of FIG. 4 and the fender embodiment 5 of FIG. 5both will become part of the repertoire of equipment available to aboater and/or a dock manager, to be deployed in whatever manner theydetermine is necessary in any given circumstance to facilitate easy,quick, safe, secure, and uniformly-replicable “memorized” docking, andto protect boats and docks from collision damage.

The knowledge possessed by someone of ordinary skill in the art at thetime of this disclosure is understood to be part and parcel of thisdisclosure and is implicitly incorporated by reference herein, even ifin the interest of economy express statements about the specificknowledge understood to be possessed by someone of ordinary skill areomitted from this disclosure. While reference may be made in thisdisclosure to the invention comprising a combination of a plurality ofelements, it is also understood that this invention is regarded tocomprise combinations which omit or exclude one or more of suchelements, even if this omission or exclusion of an element or elementsis not expressly stated herein, unless it is expressly stated hereinthat an element is essential to applicant's combination and cannot beomitted. It is further understood that the related prior art may includeelements from which this invention may be distinguished by negativeclaim limitations, even without any express statement of such negativelimitations herein. It is to be understood, between the positivestatements of applicant's invention expressly stated herein, and theprior art and knowledge of the prior art by those of ordinary skillwhich is incorporated herein even if not expressly reproduced here forreasons of economy, that any and all such negative claim limitationssupported by the prior art are also considered to be within the scope ofthis disclosure and its associated claims, even absent any expressstatement herein about any particular negative claim limitations.

Finally, while only certain preferred features of the invention havebeen illustrated and described, many modifications, changes andsubstitutions will occur to those skilled in the art. It is, therefore,to be understood that the appended claims are intended to cover all suchmodifications and changes as fall within the true spirit of theinvention.

1. An improved boat docking line for docking a boat, comprising: a firstline section at least three feet in length; a second line section atleast three feet in length; a juncture at which said first and secondline sections meet; a fixed-circumference docking loop at said juncture;and a boat fender attached to said second line section.
 2. The improvedboat docking line of claim 1, wherein a length of said second linesection between said docking loop and said boat fender is substantiallyequal to the difference between a height of the boat to be docked and aheight of a dock at which the boat is to be docked, plus a setback froman edge of the boat, if any, of a boat cleat to which said docking loopis to be attached.
 3. The improved boat docking line of claim 1, whereina length of said second line section between said docking loop and saidboat fender is no less than four feet and no greater than six feet. 4.The improved boat docking line of claim 1, wherein said first linesection is attached to a mooring fixture.
 5. The improved boat dockingline of claim 4, wherein a length of said second line section betweensaid docking loop and said boat fender is substantially equal to thedifference between a height of the boat to be docked and a height of adock at which the boat is to be docked, plus a setback from an edge ofthe boat, if any, of a boat cleat to which said docking loop is to beattached.
 6. The improved boat docking line of claim 4, wherein a lengthof said second line section between said docking loop and said boatfender is no less than four feet and no greater than six feet.
 7. Theimproved boat docking line of claim 5, wherein said docking loop isattached to boat cleat of the boat, and said boat fender protects a sideof the boat from colliding with the dock due to said length of saidsecond line section between said docking loop and said boat fender. 8.The improved boat docking line of claim 6, wherein said docking loop isattached to boat cleat of the boat, and said boat fender protects a sideof the boat from colliding with a dock at which the boat is to be dockeddue to said length of said second line section between said docking loopand said boat fender.
 9. A method for docking a boat using an improvedboat docking line, comprising: providing an improved boat docking linecomprising: a first line section at least three feet in length; a secondline section at least three feet in length; a juncture at which saidfirst and second line section meet; a fixed-circumference docking loopat said juncture; and a boat fender attached to said second linesection; and attaching said first line section to a mooring fixture. 10.The method of claim 9, wherein a length of said second line sectionbetween said docking loop and said boat fender is substantially equal tothe difference between a height of the boat to be docked and a height ofa dock at which the boat is to be docked, plus a setback from an edge ofthe boat, if any, of a boat cleat to which said docking loop is to beattached.
 11. The method of claim 9, wherein a length of said secondline section between said docking loop and said boat fender is no lessthan four feet and no greater than six feet.
 12. The method of claim 10,further comprising said boat fender protecting a side of the boat fromcolliding with the dock by attaching said docking loop to a boat cleatof the boat, due to said length of said second line section between saiddocking loop and said boat fender.
 13. The method of claim 11, furthercomprising said boat fender protecting a side of the boat from collidingwith a dock at which the boat is to be docked by attaching said dockingloop to a boat cleat of the boat, due to said length of said second linesection between said docking loop and said boat fender.